Internal-combustion engine



Nov. 27, 1928. R,693,547

E. E. CLEMENT INTERNAL COMBUSTION ENGINE Filed ont. v. 1921 14 Sheets-sheet 1 l 2.9 2Q 2.2 6 5 l? .6 9 2l 2i 10 3 2. Hl :55l f l@ f 2,5 Z3 Z0 H El? Z Nov. 27, 3928. 11,693,547

E. E. CLEMENT INTERNAL COMBUSTION ENGINE Filed oct'. v. 192; :1,4 Sheets-Sheet 2 NGV. 27, H928.

E. E. CLEMENT INTERNAL COMBUSTION ENGINE Filed Oct. 7. 1921 14 Sheets-Sheet 5 Nw. 27, 1928. www? E. E. CLEMENT INTERNAL COMBUSTION ENGINE Filed Oct. 7. 1921 14 Sheets-Sheet 4 Nov. 27, i928. mgm@ E. E. CLEMENT INTERNAL COMBUSTION ENGINE Filed Oct. 7. 1921 14 Sheets-Sheet 5 314mm do@ Nov. 27, i928,

E. E. CLEMENT INTERNAL coMBUsTIoN ENGINE med ot. '1. 1921 14 Sheets-Sheet 6 INTERNAL COMBUSTION ENGINE Filed Oct. 7. 1921 14 SheeS-Sheet f QNN b @www w 'El /Z/l l,

Nav. 27, E928. lgw

E. E. CLEMENT INTERNAL COMBUSTION ENGINE Filed Oct. 7, 1921 1.4 Sheets-Sheet 8 WIZ 7.

NOV. 27, 192s.

E. E. CLEMENT INTERNAL COMBUSTION' ENGINE Filed Oct. '7. 1921 14 Sheets-$heet 9 NOVZZ E. E. CLEMENT TERNAL COMBUSTION ENGINE Filed Oct. 7. 1921 14 SheetS--Sheel 10 Nov. 27, 1928. 11,693,547

E. E. CLEMENT INTERNAL COMBUSTION ENGNE Filed Oct. '1. 1921 14 Sheets-Sheet 1l Nov. 27, 192s.

E. E. CLEMENT INTERNAL coMBUsTIoN ENGINE Filed Oct. 7, 1921 14 Sheets-Sheet 12 Nov. 27, 1928. l 11,693,547 E E. CLEMENT I NTERNAL COMBUST I ON ENGI NE Filed Oct. 7. 1921 14 Sheeizs--Shee'il 15 Nov.v 27, 1928. Lw?

E. E. CLEMENT INTERNAL eoMusTIoN Ensim:

Filed'Oct. 7. 1921 14 Sheets-Sheet 14 Patented Nov. .27, 1928.

ihtiidli" nnwnnfn n.V CLEMENT, or conan CITY, new ra'nnsn'r.V

`INTERNAL-COIVIBUSlION ENGINE.

Application lled GctoberY 7, 1921. YSerial No. 5063146 My invention relates to turbine engines, and has for its object-s first, to combine high speed and low speed elements in the same engine, so that each will supplement the other, making` the machine self starting and giving higher efficiency 'at all speeds than with either element alone; second, `to balance forces against each other so as to avoid all dead impact and use all energy; third, to balance all moving parts against each other so as to avoid unfavorable gyroscopic effects and to obtain balance of the engine' as a whole; fourth," to float lthe high speedv elements against the low speed elements of the engine, on the incoming power stream or head, so

- that at low speeds thelow speed elements will carry the load, supplemented by the `high speed elements, and vice versa forrhigh speeds, the division of load for all speedsbeing proportionate to the speed; fifth, to soirelate the actuating parts that the floating action and reaction between them under the fourth head,

and also their mechanical mass act-ion or mo-l mentum will tend mutually to preserve uniformity of motion or constant speed; sixth,`

to eliminate all dispensable parts, fand by giving each part retained all the functions for C speeds; and eighth, to provide for automatic air cooling and for lubrication without eX- tra illrarts.V Ancillary objects and features of improvement will appear from the detailed description' hereinafter. I i rlhe invention presentedherein is in the nature of a complete embodiment of the principles set forth in my prior application filed June 18, 1921, Serial Number 478,681.

Briefly stated, l attain my objects by comr bining a. high speed turbine element withlow speed reciprocating elements or their equivalents and relating)` the arts through Gearing" n C b D so that their co-action is entirely harmonic throughout. More specilically, inthetype selected for illustration and description herein, i employ a. pair efec-axial oppositely rotating turbines with a pair of oppositely but chronou'sly 4working pistons reciprocating in the common axis of the turbine bodies. and connect the parts with each other and the power transmitting shafts by planetary gearing.

Many `detailed features of inventionY will appearv from the description hereinafter and in the appended claims. 6U

My invention is illustrated in the accompanying drawings in which:

Fig. 1 is a diagram showing without detail the main elements of the engine;

Fig. 2 is a modification; 55

Fig. 3 is a diagram illustrating in abstract form the relation between the rotary and the vreciprocating sides of the system in this engine;

Fig. 4 is a diagram illustrating the means 70 for varying the distribution of fluid pressure between the rotary andV the reciprocating sides of the system; f

F ig.` 5 is a. -diagram illustrating the drive and timing system for valves and ignition; Figs. 6 and 6a together form a top plan viewY of the engine as a whole; Figs. 7 and 7a together form a. side view-of the same; y

Figs. 8 and 8a together form a horizontal section of the engine, taken on the line marked so 8-8 in Fig. 7

Fig. 9 is a vertical't-ransverse section takenl on the line marked 9-9 in Fig. 7 and lool;- ing in the direction of the arrow in that figure; the cutting plane being deflected atfthe upper and lowcr'timing shafts to show one of each' in full lines; Fig. 10 is a front view of the valve operating cam box;

Fig. 11 is a'section on the line 11-11 of UU iFig. 13A;

Fig. 12 is a section on the line 12-12 of Fig. 13;

F i0. 13 isa top view of the cam box with the casing'partly broken away; y g5 Fig. let is a perspective view of one of the cam members;

Fig. 15 is a section of the air cooling blower on the line 15h15 of Fig. 7 looking in the direction of the arrow, and showing the carlburetor and its air supply connection;

Fig. 1 6 is a section of the exhaust ring taken on the line 16-16 in Fig. 8 looking in the direction of the arrows, and showing` the exhaust blower blades in dotted lines;

Fig. 17 is a sectional view on the line 1?-17 of Fig. 8. l l

Fig. 18 is a sectional View on the line 18-18 of Fig. 8.-

Fig. 19 is a detail perspective view of part 110 ont the turbine rotor body, showing the a1'- rangement and contours ot the vanes..

Referring to the drawings, in Fig. 1 I have shown a horizontal section similar to Fig. 8, butin diagrammatic form for simplicity-` In this Fig. 1, the casing of the engine and other parts are omitted. 1-1 indicate a pair ot cylinders which are in line and connected to gether end to end so as to constitute in etect one cylinder having at its middle point a pair of transverse pressure chambers 2 and containing a pair of oppositely reciprocating pistons 3. lllie chambers 2 are formed in a central casting between cheek plates integral with the cylinders, these cheekplates however not being shown in the diagram. On the outside oi each cylinder 1 is a turbine rotor 4 having a cylindrical sleeve hub 5 provided with a holloivsphcrical end 6 extending beyond the end ot the cylinder. Each sphere 6 carries a main shaft end 7 exactly aligned With the axis of the cylinder. The shafts 7 are journallcd in `fixed bearings, not shown in the diagram. Inside cach sphere 6 is a pair of aligned transverse shaft SMQ, carrying bevel gears 10--11,

meshing with a fixed bevel gear 12 attachedto the end ot the cylinder 1. Each piston 3 has a pair ci connecting rods 13-111 connected at one cnd to the piston head by the usua transverse pin 15 and at their vother ends tc Wrist pins 16.-.17 on the gearwheels 1011. The rotors 4; are aligned and supported for rotation around the cylinders 1 by ball bearings 18 at the inner ends oi-thcir hubs 5 and by the main shafts 7 at their outer ends. The explosion chambers 2 are provided Withtubular-sleeve valves 19-20 each having one pair of opposite ports and turned by rains not shown in the diagram (see Figs. 9, 10, 10L and 13, hereinafter more fully described) through 90 ot motion in three steps to bring said ports into position for intake, compression-explosion, and exhaust Working against a spring return. n. convenient form of spring for this purpose is shown in Fig. 7 markedv 27', and serves to normally maintainthe parts in the position shown in said figure. The explosionchambers 2 have each tour ports 90 apart, tivo for intake (at rightA angles to the plane of the drawing) and tivo for exhaust (opening into the blades or vanes 21 of the turbine rotors el., through which the gases of combustion always pass, either-fas exhaust gases from the cylinders 1 at low speeds, or With high impact velocity immediately after or at the explosion at hiOh speeds.) The mechanism ior timing the valves so as to open the exhaust ports at different times for ditferent speeds oit the engine is shown diagrammatically in Fi and will be described presently. In the ends of the explosion chanabers 2 are fitted spark plugs Q2-22, taking their current from magnetos, shown in Fig. 9'.

rlhe general operation ot the engine can or explosion now be understood, as a preliminary to the examination of details.V The cylinder structure with the central flat Web containing the explosion chambers is iixed. The parts 4-5-6-7 are free to rotate thereon and coaxially therewith. The pistons 3 are free to both reciprocate and to rotate Within the cylinders and as they reciprocate they drive the-rods 13%13 so as to turn the Wheels 10--11 on their shafts 8 9. As these wheels mesh on opposite sides With the fixedV gears 12, when turning on their ownsliaitsS---Q` they alsol turn around the axis of gears 12, (i. e.,'the axis oit' the engine as a Whole) carrying the parts 7-6f-5 4 with them, andv also causing rotation of the pistons and connecting rods, so that the reciprocating action ofthe latter parts is in helical figures. Conversely, it the rotors 4 are rota-ted by power applied to tlieni,they will turn the parts 5-6-7- and with them-the sha-tts 8-9 sothat Wheels 10+-11 are dri-ven around the axis of gears 12 and thereby forced to turn ontlieir own aires (i. e., on shafts 8\-9) tc both reciprocate and rotate the pistons and connect-ing rods. It power be applied toboth the rotors and to the pistons simultaneously they Will supplement each other, and in any reciprocal variation in the division of thepower, the resultant amountoi' energy deliveredto Shafts 7 being the sum ot the amounts flowing through the twopaths, Will be a constant as long as the initial energy applied remains constant.

In starting-this engi-ne the pistons carry the load,the turbines orrotors .ft doing little fle thc'discharge. The engine may be adjusted to run in this manner as a simple reciprocating engine, with eilicient action due to practically the entire engine rotating as a Apair of fly Wheels.

As thc's )eed increases the load is picked up increasing y by theturbines until their point or' greatest etliciency is reached, the pistons then acting 'as driven pumps to suck in and compress the explosive charges for the turbine rotors'. The engine may also be adj usted te normally run thus as a turbine, with all the advantages inherent in turbines and with the great additional advantage of balance and regulation bythe piston action.

The tivo rotors ls on opposite sides of the central web, are geared together across the saine by balance pinions rotating on radii 90o displaced `trein the explosion chambers, and' the turbine vanes 21-,21 are oppositely set in the tivo rotors. Thus the two rotors l always rotate in opposite directions, neutralizing Aany untoward gyroscopic effects, and maintaining a perfect balance.

Fi 2 shows the same parts in Fig. 1, except that the connecting rods 13 aresingle andthe Wheels 10 only have gearteeth.` The operation is the same. y

Disregarding Fig. 3 inforvthe moment, rei-- `Work but actingas fly Wheels and also to muterence is had to Figs. 4l and 5, for thepurpos'e of briefly explaining the principle on which the timing is based for the distribution of pressure between the rotors l and the pistons 3. In F ig. e the explosion chamber 9. is shown in section with its four ports, and around it the sleeve valve 19 with its pair of opposite ports in neutral or intermediate position, and the cheek plates heretofore referred to are indicated at 22, in order to show ejection openings or ports 23 which register with the eX- haust or turbine ports in the explosion chainbei'. Connected to the valve tube are arms 24e-25, which Voscillate with the valve sleeve around the axis of the enplosion chamber, iii a planev perpendicular thereto. These arms E24-25 are connected by parallel rods 26-27 to a pair of similar arms 28-29 which are oscillated through a link o0 by cani roller 3l carried on one eno of an a in 32, the other end of which is pivoted at 33 to alixed support. (It should be understood that this figure is theoretical only and that the actual mechanical construction will be found in Figs. l() to 14 inclusive.) The roller 3l rides on the periphery of a rotary cam 3d carried on a central shaft 35 by which it is driven iii a clockwise direction. The cani has four divisions, theperipheries of which are ai' 'anged in three steps, or at three radial distaucesfroiii the center. The four divisions are iiiarked 3d (intake), 34th (compression), 34 (explosion), and 34d (exhaust). The segment is made separate from the rest of the cani, and Vis adjustable upon the shaft 35,v always rotating with the main body of the cani but altering` its angular relation thereto around the center in proportion to the speed of rotation. rllhis is accomplished by means of a pairof governor weights 35, pivoted together at36 and having opposite arms pivoted at 37-33 on pins 39 and 40 secured upon the movable segment 34 and upon the body of the cain 34, respectively. In this diagram Fig. l, the governor weights 35 are shown removed to one side, and their pivot points 37 and 33 connected to the pivots. 39-40 by dotted lines. ln actual construc-` tion, the points 37 and 38 are (3o-incident with the points 39 and 4:0, and the circular curved inside faces ofthe weighted arms l35 surround the central sleeve of the cam segment- 34C. At loW speeds, the arms 35 are` heldin toward the center by springs not shown in the diagram, and the cam segment 34C then lies in the position shown in Fig. 4, vthat is to say forminga full one-quarter extension of the surface 34h, thereby giving one-fourth of the full rotation for the explosion orpowerstroke. At low speeds this is necessary to give the reciprocating pistons their full power, and it is only at or near the end of their stroke, as in ordinary reciprocating engines, that theroller 3l drops from the surface 34:0 on tothe surface 34d and opens the exhaustpipe by turning the sleeve 19 through 450. As the speed of the points 39 and ll0 which are respectively niovable and. fixed, they turn the segment 3 on the shaft so as to lengthen the time of eis liaust by uncovering more and moro of the ei:- haust surface 3d, and at the saine time 'to shorten the time of the explosive pressure i llotted to the pistons for their seralied Cpower stroke. lu' other words, as the speed increases the exhaust is opened earlier aud earlier, until, when the critical speed refched at which the turbine rotors l are most elhcient, the segment has been inoi'ed through approximately 900, so as to bring the openings of the turbine ports into approniiiiate coiiicidence withl each explosion ol the charge. Should the speed of the engine decrease, the centrifugal force exerted upon the weights 35 will of course become less and counter rotation of the segment 3i is produced by the ction of the governor springs referred to. There is a particular purpose achieved mounting the cani roller 3l on the pivot arm 32, whose pivot 33 is carried on a lined part. Not only is the drag of the roller taker. up and its niotion made to follow an arc around the center rather than a straight line radial to the cam, (which has many well known disadvantages), but also, as the cani rotates in a Yclockwise direction or away from the pivot point 33, there is a direct kicking` action of the cam faces, tending to lift the roller 3l directly on a line tangent to its own arc at the point of impact. in further describing the mechanics of the cam box and connections shown iii Figs. l0 to ist, it will appear that the motion of all of these parts is circular and there is no pure reciprocating motion employed. it should also be observed that the movable cam segment 3s trails so that all that has to be overcome by the weights 35 and their springs in adjusting the inovable segment 341C.

t will be observed further, in applying the principle of using only modified reciproeating motion, that the rods 26 and 2? which take the place of the usual tappet rods in reciprocating the engines, constitute elements of a parallel motion, and as the arms 2li-25 and 28-29 are of the saine length, the rods 26-27 always swing through arcs having the radius of the said arins, said parallel motion beingoperated by the cainsiii one direction and the usual retractile spring in the other.

Fig. 5 isa dia-grain following in genera the transverse central section of the engine f bers.

shown in Fig. 9, but diagrammatic in its nature, and produced for the sole purpose ot explaining the manner 1n which the cams 34 and incidentallythe mag-netos M are driven.v

The cams 34 are enclosed in boxes 34 mounted on the two sides ot the engine,.those on one side being the duplicates ot' those on the other as will hereinafter appear. A pair of worin shafts 350 are journalled in the central portion ot the trame o' the engine, parallel to and vertically above the explosion chambers, while a similar pair oit sha'tts 350m are journalled in precisely the same manner parallel to and below the explosion chamrlhe shafts 35() do not coincide as to their aires, but lie parallel and with their inner ends engaging opposite sides ot' a worm shaft 41 driven by the balance pinion 42. Similarly, the shafts 3501 lie paralleV to each other and their inner ends en age opposite sides of the worm` shatt- 43 din en by balance pinion 44. These balance pinions as heretoi'ore stated are driven by the rotors 4 and for this purpose each rotor is provided around its periphery with teeth 4t, which will be t'ully described hereinafter.

It will now be understood that whenthe engine is started, trie pistons carry the load and turn the turbine elements or rotors 4 which in turn through the balance pinions 42 and 44 impart motion to the shatts 350 and 350m, which in turn drive the cam mechanisms 84 and the magnetos M, respectively. As there are two explosion chambers 2 and two spark plugs, andtwo sleeve valves 19-20, so there are provided two magnetos and two cam boxes 34 containing two complete setsV or cams, each driven by its own shaft 350. There are no rights and leifts in this engine, but all parts are in duplicate, so that every part being symmetrically opposite its mate, always linds a balance, well a Gil duplicate part to carry the loady and do the work in ease ot trouble. nhis duplicate construct-ion is not indispensable, since oli course both valve sleeves could be controlled from the same cam box 34 by suitable link connections within the knowledge oi' every skilled mechanic, and one magneto could jlurnish the spar rs for both spark plugs, both ot which spark at the same time, and therefore require no distribution. The duplicate construction is prelerred however, and secures great advantages of symmetry as well as certainty in operation oit the engine throughout.

As the engine starts, itt under any load, the shafts 'i' derive power almost. entirely from the pistons. Therefore a 'full length power strolre is insured by the initial position ot the cani segment 34C as shown in Fig. 4. As the speed increases however,the said cam segment becomes automatically adjusted, and more power will flow to the turbines, by reason et the gradual lengthening ot the exhaust period. Finally, when the segment 34C is back` to the limit, and the ports 9.3 lto the turbines are opened, at or immediately after ly without any valve division of the explosive torce between the turbines and the pistons. In other words, at everything above the initial speed, (when the whole power strolre is preserved Jfor the pistons, and the exhaust is only opened after the first explosive pressure has eeen exhausted) Jtrom that point to the limit ot coincidence of exhaust and eX- plosion the pistons and turbines are floatedV or kick against each other on each explosion. Y Y

Fig. 3 will now be understood. It illustrates diagrammatically the division of the initial fluid pressure in the explosion chambers between the rotary elements 4 and the r ciprocating elements 3 ot the engine, and the recombination ot' the power transmitted through both sides at the shaft ends 7. fit the points marked. 19 the valves at low speeds actually distributie the initial pressure between the rotary and reciprocating elements 4 and 3, but at high speed the valves are opened to both elements from and after the instant of explosion, so that then they are truly lloated against each other on the initial pressure stream 2.

Figs. 1f to 5 inclusive are diagrammatic and are not to scale. Figs. 6 to l5 inclusive are reduced Copies of working drawings, and are therefore to scale, which `may be determined l'rom the rotor body 4, the out-- side diameter et which (without gear teeth is twelve inches.v rlhe design shown in these scaled figures follows standard practice or engines using gasolene or motor fuel. rllhe reciprocating part of the engine has 3 bore by 3" stroke on each side, or a G total compression stroi-re. Vrlhe connection. through gears 101 l-l2 is for equal rotation, i. e., the rotors malte one complete rotation for each vdouble stroke oit the pistons, hence, as there is one explosiontor two double strokes et the pistons (4 part cycle operation) the turbine vanes receive one power impact through the exhaust ports for every two rotations. ln slow running these ports are open for only one-fourth of a complete cycle or onehalt a rotation of the rotors 4, but as the engine speeds up and, the cam segment 34C is gradually moved to advance and lengthen the die exhaust period, the vanes 21 are exposedto higher' and higher pressure and for a longer and longer time. The pistons however, by reaction ofthe gas. pressure against them will always take enough power to overcome their inertia and keep tl'ien'i moving insynchronisn with the rotors during the power generating part of vthe cycle. On their return stroke they are driven by the rotating parts and assist in scavenging, which Vis completed toward the end of vthe stroke by outward-suction of the turbine venes 2L Referring to Fig. 8, whi.ch through necessary requirements of the Patent Oicedrawing sheets is madein two halves, thel casing ot' the engine is shown, `with the top half removed, at 60, :the thickness of the body being indicated by dotted lines and the flange Gl with :openings A62 for `secu-ring bolts in full lines. The same parts are shown in Figs. Gwa in plan. The bearings 4ior the end shafts are carried on this casing 6G. Each bearing is designed .to receive thrust from the Vcenter ot' the engine as well `as to furnish-a radial frictionless, bearing for the shaft 7. The coned roller-s 54:` have their axes in the Vsides of a cone the large end ot which is toward the center of the engine, sothat any thrust trom the turbines outward toward the main bearlng is taken up by pressure of these rollers against their compression ring 5l whichby means of a Spanner is adjusted inthe ring 54'D which in turn is locked in the bearing block against longitudinal movement t by means of an annular feather 60".y -The Lippe-rand lower halves of the bearing block are locked togetherl around the ring 45l!) by means of bolts 65. The end of the bearingis enclosed, and at the same time the ring 54a is locked in its adj usted position by means of a locking ring covering cap 55, also setup by means of a Spanner.

The gea-r wheels `l() and'll in each of ythe spherical shells 6' are carried` on ball bearings en the stub shafts 8 and 9. Each ol the spherical shells y6 is divided Vat 59, the end portion 6EL being removableby taking oil the top cf the oasi-ng, and removing parts of the end bearing. When the ypartsar-e all assembled the t-wo halves of the shell are looked together by through `bolts (see also Fig. 6 wherein the upper part of the .shell is partly broken away to show the topot the vsphere in fulllines). These spheres, it will be remembered as described in connection with Fig. l are parts of the rotor, and are integral with the turbine body "and hub 4 5. Vhen the two halves oi' the shell are put together Gn'the line 59, the shafts 8 and 9 are locked in position by means of `annular feathers 8a and 9El Vfitting in grooves in the two halves of the shell. The" wheels l10e-11 are ournalled on ball bearings which are so designed fas toVK take up double thrust, inward as well as outward, t. e ball hearings being provided with `With the usual liners, and the wrist pins 16 and 17 lpreferably have bearing flanges at their inner ends adjacent to each other, so as to keep the connecting rods in line.

The rotors `or turbine bodies l-, with exhaust chambers la, exhaust blower blades i-b, air cooling blades l, and the semispherical shells 6, are all one casting so as to be integral. The semi-spherical shells 6 are sepa ate castings matching lshells 6 as shown. Vhen assembled, the parts 4 to 6l are rigidly united into one -bodyjournalled at one end on ball bearings 18 and rigidly connected at the other end to the main shaft 7 which is accurately centered and journalled in the end bearing already described. The spherical shell, regarded as a whole is the crank casing of the reciprocating engine and carries the lubricating -oil therefor which is distributed in a well understood manner by splash action, is provided with inwardly projecting solid collars 61376 an d 6d, from each of which radiate cast Hanges or webs 6e, Gf and 6h, the inner edges or' which, toward the center of the sphere,are so .proportioned as to leave just enough clear ance for the gears l0-1l-12 and for the movement of the wrist pins 1617. lVhen the shell is separated on the line 59 by removing the bolts 70, the stubsshaits 8*9, wheels 10-11, connecting rods 13-1/4, and piston 3 can all be removed without otherwise taking down the engine.

Between the hub 5 oif each rotor and the cylinder l is an air space 1n. As the section shown in Figs. 8-8a is taken on a plane passing through-the explosion chambers, the air chambers 1a are not shown opening into the center of the engine, being obstructed in this plane by the walls of the explosion chamber. By reference to F ig. 9 howevenit will be noted that the air chamber coini'nuniCatesy thro-ugh tour segmental openings lb with air intake chambers lc in the central casting. These chambersopen top and bottom ol the engine, so that air is drawn in constantly for cooling purposes, through the central iiXed parts. then passes `around each cylinder through the space l and thrown out by the blower blades 4d. through a discharge nozzle 52 formed in the casinglsee Fig. 15)'. The operation of this cooling air discharge will be referred to again in describing the carburetor connections.

The actuating and exhaust `actions of the turbine depend on the one hand upon the exhaust from the explosion chambers, Vand on the otherupon the centrifugal blower action of blades lllwlff'., shown intransverse section 4 is in effect a solid casting with the vanes 21 and also the walls of the chambers 4, etc., and the ribs 4b and 4a, cast in it or on it by means of suitable cores. The shape of the blades or vanes ofthe turbine is difficult to show in one figure and in a plane surface view, such asa plan or section. The innei` and outer cylindrical limits of the vanes are indicated by straight dotted lines extending from right to left through the body of each turbine rotor 4, but the contours and angles of these vanes are such, as in all turbines, that only a small portion of each of several vanes would appear in any diametrical plane section of the rotor. Hence l have chosen to indicate these separately in lEig. 19, which will be referred to later on. For present purposes it is to be understood that the exhaust gases. under greater or less pressure according to the speed and automatic timing device shown in 4, will pass through the vanes at 21 when the exhaust port is opened by the valve 20, into the chamber 4, and thence will be drawn by suction through the central annular opening 4 into the chambers between blades 4b and thence will be driven out by the centrifugal blades 4c through a copper l exhaust ring` 50, shown in section in Fig. 16.

It should be observed, that during low speed operation of the engine when the gases which thus emerge through the rotor have already imparted most of their pressure to the piston due to the late opening of the exhaust at 20, said gases are bali-led by the vanes 21, which thus absorb any energy remaining, and by the circular flange 42 constituting one wall of the chamber 4, so that a separate mufier, even at low speeds, is unnecessary. Furthermore. the action of the blades 4C even when the exhaust valve is closed at 20 is to create a partial vacuum in the chamber 4 which not only assists in scavenging but also acts to further silence the exhaust. At the last end of each exhaust stroke of the piston 3, scavenging is further aided by the action of the turbine vanes themselves, which being carried around by the energy stored in the rotating parts, tend to draw out by suction vany gas remaining` in the explosion chambers.

The combined action of the vanes and the blower blades 1L-4C is therefore to create a partial vacuum in the explosion chambers themselves ust before the exhaust port closes and the intake ports open. As each explosion chamber has two opposite exhaust ports opening into the vanes 21 of the two opposite and oppositely rotating turbine rotors 4, and as both explosion chambers communicate through the center of the cylinder between the piston heads, the actions of both impact and exhaust thus described are balanced, synchronous and cumulative in their effects. ln other words, all action on the turbine blades, all reaction against the pistons by pressure against. ythe turbine blades, and all suction effects through the turbine blades, are equal and opposite at all times.

The four longitudinal cast webs 41--4b extend from the spherical shell 6 to the annular flange or diaphragm 4, and are cross connected by the annular flange or dia-v phragm 4b', which extends from the hub 5 outwardly to the 'full diameter of the rotor body 4. The blades 4b-4C are those portions of the longitudinal webs which vlie between walls 42 and 4"', and they are given a greater diameter thanthe air blower blades 4(1 in order to prevent leakage of the exhaust gases into the air blower side of wall 4b. The di rection of these gases into their proper discharge channel 50-51 (see Fig. 16), is ensured-by slotting the blades 4C radially at 4G and making the exhaust channel in the shape of a vring 50, preferably of copper, U-shaped in cross section, with its channeled body receiving the ends of the blades 4c and its edges lying in the slots 4c. As in standard blower practice, the discharge from this ring 50 is through a tangential nozzle 51 which may be connected to an exhaust pipe as usual. Any tendency toward leakage as between the exhaust gas and air blowers is from the air into the gas, owing to the greter velocity and pressure at the outer edges of blades 4a.

The rotor bodies 4, as they rotate around the axis of the cylinder 1, have vtheir planes of rotation parallel to each other. Advantage is taken of this to couple them together by means of what 'l call balance pinions 42 and 44 (see Figs. 5 and 9, which show the pinions in side view and in section, and 6 6 which show the casing of pinion 42 in plan, and. Figs. 7-7 which show both casings in side elevation, top and bottom). These pinions are tixed on vertical stub shafts 41 and 43, respectively, which turn in ball bearings 41 and 41b for the shaft 41, and 43 and 43" for the shaft 43. The pinion 42 is covered by a ca) 42a bolted to the frame at the top of the engine. This -cap carries the upper ball bearing 41", over which is screwed a combined dust cap and locking ring 41, The lower pinion has a similar cap 44 and its lower or outer ball bearing has a dust cap locking ring 43C. y

The pinions 42 and 44 balance the two rotors 4 against each other, as the latter rotate in opposite directions and at the same speed. This balance .is important in the 4-part cycle design of this engine, because the two pistons 3 work in synchronism with their respective rotors 4, and must therefore work synchronously with each other. Moreova, the tiniing of the engine is necessarily synchronous for bothpistons and both rotors. and as the l pinions 42 and 44 are jointly driven by the two rotors, theyare selected to Vcontrol the timing shafts 85() and 350m. The two pinions mesh with toothed rings 4t on the respective rotor bodies, to which the rings are llt) 

